External pressure gas variable cylinder number rotor engine

Abstract

Externally compressed air variable cylinder rotary engine, gas engine Figure 1 Electromagnetic hook (1) release lever (2) so that cylinder base plate (9) can rotate around shaft (8) between the concave and convex surfaces of rotor (15) and the top plate of high pressure chamber (6). Rotor point (10) to bottom end (9) is bounced up. Rotor point (11) to bottom end (9) enters high pressure chamber to exhaust flue gas from exhaust duct (7) to cylinder (24). Lever moves fuel injector (3) to impact (9) to dotted line (7). (2) The nozzle is pressed to increase the pressure of (6). When the rotor point (12) passes the bottom of (9), (2) the spark plug (5) is turned. When (9) slides along the rotor point (12) to the rotor point (13), (6) the gas rushes into (24). (24) is composed of the stator (14) U-shaped groove, (9), and the rotor concave and convex curved surface. The exhaust port (19), the power output shaft (16), and the stator connecting rod (23) are fixed to the bearing (22) and (16) slidingly connected.

Description

Technical Field

[0001] This device belongs to engine technology and uses the combustion of petrochemical oil and gas as a power source. It achieves a fixed and optimal oil-gas ratio by using a compressor and a gas engine to perform work and supply oil and gas in a fixed quantity. This significantly increases the compression ratio to save fuel. The ingenious technical structure overcomes many problems existing in current engines and provides an achievable solution for effectively improving the working efficiency of fuel engines. Background Technology

[0002] Currently, the most widely used engines on the market mainly adopt piston-type four-stroke engine technology. This engine achieves exhaust, intake, compression, ignition, combustion, and expansion through the reciprocating motion of the piston within the cylinder. The connecting rod drives the crankshaft to rotate, outputting power. However, this technology has the following drawbacks: 1. Regardless of the number of cylinders or the required power load, every cylinder must work simultaneously upon starting. To cope with constantly changing power demands, the engine can only be controlled smoothly by adjusting the throttle. Increasing the throttle increases power, but the air supply remains unchanged, disrupting the air-fuel ratio and preventing complete combustion. 2. Incomplete exhaust: about 10% of exhaust gas remains in the cylinder and cannot be fully expelled. Exhaust reduces the cylinder's working volume and can easily cause carbon buildup; 3. Insufficient intake: When the piston pulls down quickly to draw in air, the air becomes thin, reducing the actual intake volume. Although turbocharging technology exists, it can only partially solve the problem of insufficient intake, and it also brings problems such as increased cost, service life, maintenance costs, and working efficiency. Therefore, many engines still use naturally aspirated technology; 4. Knocking may occur during compression and ignition; 5. The reciprocating motion of the piston, the oscillation of the connecting rod, and the rotation of the crankshaft all consume energy. Rotary engines existed abroad in the early years. They use elliptical motion to achieve exhaust, intake, compression, and work. However, due to the defects of insufficient intake, high fuel consumption, and high mechanical wear, they have not been widely adopted. Summary of the Invention

[0003] This device consists of four rotary gas turbines and three rotary compressors, connected in series on the same power output shaft and rotating clockwise. The gas turbines can be started individually under the control of the throttle pedal control circuit. The rotary compressors start simultaneously, employing a three-stage progressive pressurization method to increase the compression ratio. The compressors are controlled by the brake pedal, the solenoid valve lever switch of the gas tank pressure gauge, and the solenoid valve lever switch of the vehicle speedometer. (1. Front elevation perspective of the gas turbine) Figure 1 and 1 -1 section Figure 2As can be seen, the upper part of the stator is equipped with an electromagnetic hook. When energized, it releases the cylinder base plate lever; when de-energized, it grips the lever. The cylinder base plate lever is fixedly connected to the power output shaft core, extending to the outside of the gas engine and perpendicular to the cylinder base plate. The cylinder base plate lever, depending on the different positions of the cylinder base plate, actuates the fuel injection, jet injection, and ignition solenoid valve switches to inject fuel, jet, and ignite into the high-pressure chamber. Inside, there is a high-pressure chamber, a high-pressure chamber exhaust duct (used to vent exhaust gas from the high-pressure chamber), and a cylinder base plate. Under the action of fuel injection, the cylinder base plate rotates clockwise from being close to the top of the high-pressure chamber, supported by the rotor protrusion, to seal the exhaust. At the duct inlet, the rotor has two protrusions and two recesses, while the stator has a thickened section (the cylinder U-shaped groove) and a thinned section (the flue gas passage). A sealed air passage is formed between the rotor and stator by the sealing ring. The cylinder is formed between the thickened section and the rotor recess by the cylinder base plate. After fuel injection, the high-pressure chamber's compression ratio increases to 1:40, with a volume of one unit. The cylinder volume is 39 units. The arc length of the cylinder centerline is from 12 o'clock to 15:15. In the cross-sectional view, the right cylinder groove is completely closed by the rotor protrusions, while the left stator and... There is no contact between the rotors except for the sealing rings. The fuel injection density in the high-pressure chamber is equal to the compression ratio of a piston cylinder (1:10 density). This means that with the same fuel, a rotary gas engine can expand its cylinder capacity by 39 times, while a piston engine can only expand it by 9 times. For the same cylinder volume, the rotary gas engine consumes only one-quarter the fuel of a piston engine. In this device, the cylinder's work directly drives the rotor, with the force always along the tangential direction of rotation. During operation, there is no energy consumed by piston reciprocating motion, connecting rod oscillation, or crankshaft rotation. The rotor's motion ensures that knocking will not occur. Externally pressurized oil and gas are introduced into the high-pressure chamber. A solenoid valve controls the injection volume to remain constant for each injection. Exhaust ducts are located on both sides below the stator, through which waste gas is discharged. A stator base at the bottom secures the gas engine. A fan composed of stator connecting rods and rotor connecting rods is located in the external space between the annular air duct and the power output shaft. In the elevation view, the gas engine is performing work at the location of the cylinder base plate. To stop the gas engine, the cylinder base plate is simply lifted into the high-pressure chamber, where it is pressed against the top electromagnetic hook that engages the cylinder base plate lever. At this point, oil and gas injection ceases, and the rotor continues to rotate in an inertial gyroscope manner. 2. Compressor front elevation perspective. Figure 3 and cross-section Figure 4The diagram shows the structure of the second compressor, which has the same external dimensions as the gas engine. The stator has an inlet, outlet, electromagnetic hook, compressor base plate lever, and tension spring on the upper part, and a base on the lower part. Inside, there is a compressor base plate and a rotor protrusion. The lever is integrated with the compressor base plate and extends through a shaft to the outside of the compressor, perpendicular to the compressor base plate. The electromagnetic hook controls the lever to start or stop the compressor. The stator has an annular U-shaped groove, and the rotor protrusion sweeps within the groove. The compressor base plate divides the annular groove into a compression zone and an intake zone, allowing the compressed gas to pass through. The exhaust port discharges the gas, and the gas to be compressed enters the intake zone through the intake port. To stop the compressor, the rotor protrusion simply pops up the compressor base plate to the top position, the electromagnetic hook grabs the compressor base plate lever, and the compressor base plate stops moving. The rotor continues to rotate like an inertial gyroscope. The external space between the annular air passage and the power output shaft is a fan composed of stator connecting rods and rotor connecting rods. In the cross-sectional view, the stator and rotor on the right side are completely sealed, while the compression air passage is between the stator and rotor on the left side. An annular sealing strip is provided at the connection between the stator and rotor, and the connection method is hook-and-slide. 3 Engine System Figure 5 The diagram shows three compressors and one gas storage tank connected in series by air pipes. An oil tank is connected to four rotary gas turbines via oil-gas pipes. Compressed gas from the gas storage tank is connected to each of the four rotary gas turbines via gas delivery pipes. The rotor protrusions of the three compressors are designed with a triangular symmetrical distribution for uniform force distribution, while the rotor concave parts of the four gas turbines are distributed in a star-shaped pattern for uniform power output. The compressed gas volume of one revolution of each compressor is equal to the gas consumption required for all four turbines to rotate once simultaneously. Each turbine performs two work cycles per revolution. The first compressor operates under natural airflow. Gas is drawn in through the inlet, compressed, and then sent to the second compressor via an air pipe. After further compression, it is sent to the third rotor compressor via an air pipe for a third compression. The compressed gas is then sent to the storage tank via an air pipe for later use. The storage tank is equipped with an inlet, an outlet, a pressure gauge, a solenoid valve lever switch, and an output gas compression ratio of 1:40. The output compressed gas is sent to the solenoid valves of the four compressor nozzles via air pipes. For the fuel supply, the fuel tank contains atomized fuel gas, with a working air pressure equal to a compression ratio of 1:3. The fuel gas is connected to the solenoid valves of the four gas engine fuel injectors via fuel gas pipes. 4. Throttle pedal control circuit. Figure 6The diagram shows the circuit control equipment on the upper part of the first, second, third, and fourth gas engines, including the gas engine cylinder base plate lever, the solenoid valve switch on the fuel injector, the solenoid valve switch on the jet injector, and the spark plug solenoid valve switch. The circuit is divided into four independent loops, each connected to the relevant equipment of the gas engine. Each loop is disconnected in front of the accelerator pedal on the left. The power supply is installed on the main circuit and controlled by the starter key. When the accelerator is lightly pressed, the first contact is connected to the pedal circuit, indicating that the first gas engine starts. The solenoid hook is energized and releases the cylinder base plate lever. According to the different positions of the cylinder base plate, the lever is used to activate the fuel injector, jet injector, and spark plug solenoid valve switches respectively (indicated by the dotted lines in the diagram), causing the rotor gas engine to work. The accelerator pedal is pressed deeply, sequentially activating the second, third, and fourth rotor gas engines. When the accelerator pedal is slowly released, the solenoid hook is de-energized and engages the cylinder base plate lever, causing the gas engines to stop working sequentially, from the fourth to the third, second, and then the first gas engine. 5. Brake pedal control circuit. Figure 7 Three compressors are connected in parallel in the same circuit. When the circuit is connected, all three compressors work simultaneously. There are three circuits in total. The first circuit is the brake pedal circuit (used to drive the compressor by electric motor when the air tank pressure is severely insufficient when the vehicle is stopped). The second circuit is an automatic connection circuit. This circuit has a solenoid valve lever switch for the air tank pressure gauge. When the air tank pressure is lower than the 1:40 compression ratio, the lever switches the circuit on; when the pressure is higher than the 1:45 compression ratio, the lever switches the circuit off. A speedometer is also connected in series in this circuit. The solenoid valve lever switch connects the circuit when the vehicle speed is greater than 30 km / h and disconnects the circuit when the vehicle speed is less than 30 km / h. The third circuit is a self-circulating idle circuit, which connects an electric motor and the engine tachometer solenoid valve lever switch in series. When the rotors are rotating due to gyroscopic inertia, the electric motor provides power to maintain the idle speed. When the speed is higher than 800 rpm, the tachometer solenoid valve lever disconnects the circuit. When the first and second circuits are connected, the three compressors work simultaneously. When the vehicle is coasting, energy can be recovered through the operation of the compressors. Attached Figure Description

[0004] Figure 1 This is a front elevation perspective view of a rotor gas turbine according to an embodiment of the present invention;

[0005] Figure 2 yes Figure 1 The cross-sectional view of the rotor gas turbine shown is a frontal elevation view.

[0006] Figure 3 This is a front elevation perspective view of the rotor compressor according to an embodiment of the present invention;

[0007] Figure 4 yes Figure 3 The cross-sectional view of the rotor compressor shown is a frontal elevation view.

[0008] Figure 5 This is a diagram of the engine system of the present invention;

[0009] Figure 6 This is a circuit diagram of the accelerator pedal control according to an embodiment of the present invention;

[0010] Figure 7 This is a circuit diagram of the brake pedal control according to an embodiment of the present invention. Detailed Implementation

[0011] The components and features of this device embodiment will be further described in detail below with reference to the accompanying drawings.

[0012] This device is equipped with four rotary gas turbines and three rotary compressors, connected in series on the same power output shaft 16. The rotary gas turbines can be started individually under the control of the throttle pedal control circuit. Simultaneous operation of the rotary compressors employs a three-stage progressive pressurization method to increase the compression ratio. The rotary compressors are controlled by the brake pedal, the solenoid valve lever switch of the gas tank pressure gauge, and the solenoid valve lever switch of the vehicle speedometer. The rotor protrusions of the three rotary compressors are designed with a triangular symmetrical distribution to ensure uniform force distribution, while the rotor concave parts of the four rotary gas turbines are distributed in a star-shaped pattern to ensure uniform power output. The amount of compressed air produced in one rotation of each compressor is equal to the amount of gas required for one rotation when all four gas turbines are working simultaneously.

[0013] Reference Figure 1 , Figure 2 and Figure 6 Perspective view from the front of the rotary gas turbine Figure 1 and 1 -1 section Figure 2 As can be seen, the gas engine has a stator 14 and a rotor 15 located inside the stator 14. The top of the stator 14 is equipped with a gas engine solenoid hook 1, a cylinder base plate lever 2, and also has an injector 3, an air injector 4, and a spark plug 5 communicating with the high-pressure chamber 6 on the upper inner side of the stator. When the gas engine solenoid hook 1 is energized, it releases the cylinder base plate lever 2; when de-energized, it engages the cylinder base plate lever 2. The cylinder base plate lever 2 is fixedly connected to the power output shaft 16, extending to the outside of the gas engine and perpendicular to the cylinder base plate 9. One end of the cylinder base plate 9 is installed in the high-pressure chamber 6 via a rotating shaft 8. The cylinder base plate lever 2 and the cylinder base plate 9 are fixedly connected to the rotating shaft 8. Depending on the different positions of the cylinder base plate 9, the cylinder base plate lever 2 actuates the injection solenoid valve switch 56 of the injector 3, the air injector solenoid valve switch 57 of the air injector 4, and the spark plug solenoid valve switch 58 (see [reference]). Figure 6The high-pressure chamber 6 is injected with oil, air, and ignited. An exhaust duct 7 is located on one side of the upper end of the high-pressure chamber 6. Under the action of oil injection, the cylinder base plate 9 rotates clockwise from its initial position against the top of the high-pressure chamber 6 to the protruding part of the gas engine rotor 15. At this time, the protruding part of the gas engine rotor 15 is positioned below the cylinder base plate 9, supporting the cylinder base plate 9 and blocking the exhaust duct 7. The gas engine rotor 15 has two symmetrical protrusions and two recesses. The gas engine stator 14 has a thickened part (i.e., a cylinder U-shaped groove) and a thinned part 17. Between the thinned part 17 and the gas engine rotor 15, an annular flue 18 is formed. The gas engine rotor 15 and the gas... The gas engine stator 14 and the sealing ring 26 together form a sealed air passage 24. When the cylinder base plate 9 falls from the high-pressure chamber 6 to the recessed part of the rotor, part of the sealed air passage 24 between the thickened part of the gas engine stator 14 and the recessed part of the gas engine rotor, blocked by the cylinder base plate 9, forms the gas engine cylinder. After the fuel injector 3 and the jet injector 4 complete the fuel injection and jet injection, the compression ratio of the high-pressure chamber 6 is increased to 1:40, and the volume is one unit. The cylinder volume is 39 units. The arc length of the center line of the gas engine cylinder is from 12 o'clock to 15:15. The cross-section in the perspective view of the front elevation of the gas engine. Figure 2As can be seen, the right cylinder slot is completely sealed by the protrusion of rotor 15, and there is no contact between stator 14 and rotor 15 except for sealing ring 26. In high-pressure chamber 6, the injection density is equal to the piston cylinder compression ratio of 1:10 density. That is, with the same fuel, the rotor gas engine can expand 39 times in the cylinder, while the piston engine can only expand 9 times. For the same cylinder volume, the rotor gas engine consumes only one-quarter of the fuel of the piston engine. The cylinder work of this device directly drives the gas engine rotor 15. The gas expansion force is always along the tangential direction of rotation. During operation, there is no energy consumed by piston reciprocating motion, connecting rod oscillation, or crankshaft rotation. The movement mode of gas engine rotor 15 determines that there will be no knocking. Since the externally pressurized oil and gas are delivered to high-pressure chamber 6, the cylinder base plate lever 2 is driven by the gas engine electromagnetic hook 1, which can control the fuel injection amount and jet injection amount of the injector 3 and jet nozzle 4 to be constant each time. There are exhaust vents on both sides below the thinned part 17 of gas engine stator 14. Flue 19 is where the exhaust gas inside the gas engine stator is discharged; the bottom of the gas engine stator 14 is equipped with a stator base 20 for fixing the gas engine; the external space 21 between the annular flue 18 and the power output shaft 16 is equipped with a cooling fan consisting of a stator connecting rod 23 and a rotor connecting rod 25; to stop the gas engine from working, the cylinder base plate 9 only needs to be lifted to the high-pressure chamber 6 and pressed against the top electromagnetic hook 1 to grab the cylinder base plate lever 2. At this time, the oil and gas will no longer be injected, and the rotor 15 will continue to operate in an inertial gyroscope manner. Rotation; the exhaust duct 7 is used to exhaust the exhaust gas from the high-pressure chamber 6 and to dampen the rotation of the cylinder base plate 9 after it bounces up to the high-pressure chamber 6; when the first rotor point 10 of the gas engine rotor 15 reaches the end point of the cylinder base plate 9, the cylinder base plate 9 is bounced up; when the second rotor point 11 of the gas engine rotor 15 reaches the end point of the cylinder base plate 9, the cylinder base plate 9 is bounced up to be close to the upper edge of the high-pressure chamber 6. At this time, the cylinder base plate lever 2 touches the fuel injector 3 to spray fuel gas to impact the cylinder base plate 9 to the high-pressure chamber 6 position of the stator 14. Figure 1 The position indicated by the dashed line is supported by the protrusion of the rotor 15, and at the same time the exhaust pipe 7 is closed. The cylinder base plate lever 2 touches the jet nozzle 4 to release gas, which increases the pressure of the high-pressure chamber 6 to a compression ratio of 1:40. When the third rotor point 12 of the rotor 15 reaches the end of the cylinder base plate 9, it begins to slide down along the arc. The cylinder base plate lever 2 touches the spark plug 5 to ignite the gas in the high-pressure chamber 6 and rushes into the cylinder (closed air passage) 24. The fourth rotor point 13 of the gas engine rotor 15 reaches the end of the cylinder base plate 9, and the gas in the cylinder drives the gas engine rotor 15 to rotate.

[0014] Reference Figure 3 , Figure 4 , Figure 3 This is a perspective view of the compressor's front elevation. Figure 4This is a cross-sectional view of a compressor, showing the structure of the second compressor. Its external dimensions are the same as the gas engine. The compressor includes a compressor stator 34, a compressor rotor 35 located within the compressor stator 34, an air inlet 32 ​​on one side of the upper part of the compressor stator 34, an exhaust outlet 33 on the top, a compressor electromagnetic hook 27, a compressor base plate lever 28, and a tension spring 29. The compressor base plate lever 28 is fixed to the compressor stator 34 by the tension spring 29. A base is located at the lower end of the compressor stator 34. 20 (sharing a base with the gas engine), with an internal compressor base plate 31; the compressor base plate lever 28 is integrated with the rotating shaft 30 and the compressor base plate 31, extending through the shaft core to the outside of the compressor and perpendicular to the compressor base plate 31; the compressor rotor 35 is mounted on the power output shaft 16 (sharing a power output shaft with the gas engine) via connecting rod 40 and stator bearing 39; the compressor stator 34 and the compressor rotor 35 housing form an air intake passage (the air intake passage can also be called an "air intake space" or air intake area) 36 The rotor has a raised portion (the rotor of this compressor is similar in shape to a cam). The compressor electromagnetic hook 27 controls the compressor base plate lever 28 to start or stop the compressor. The compressor stator 34 has an annular U-shaped groove, which is also an annular air passage. During operation, the raised portion of the compressor rotor 35 sweeps within this annular U-shaped groove, dividing it into a compression zone 37 and an intake passage 36 under the obstruction of the compressor base plate 31. The compressed gas is discharged from the exhaust port 33, and the gas to be compressed... Gas enters the intake duct 36 through the intake port 32. To stop the compressor, the protrusion of the compressor rotor 35 simply pops up the compressor base plate 31 to a position close to the top of the gas engine stator 34. The compressor electromagnetic hook 27 then grabs the compressor base plate lever 28, stopping the compressor base plate 31 from moving. The compressor rotor 35 continues to rotate like an inertial gyroscope. The external space 21 between the annular air passage and the power output shaft 16 is equipped with a cooling fan consisting of a stator connecting rod 38 and a rotor connecting rod 40. Figure 4 In the middle, the right stator 34 and rotor 35 are completely sealed, and the left stator 34 and rotor 35 are in the compression zone 37. The compressor stator 34 and compressor rotor 35 are provided with an annular sealing strip 41 at the contact point, and the two are hooked and slide together.

[0015] 0007 reference Figure 5The engine system has three compressors: a first compressor 42, a second compressor 43, and a third compressor 44, and an air tank 47, connected in series via air pipes 49. The air tank 47 has a pressure gauge 45 with a solenoid valve lever switch at the top and a safety valve 46 at the bottom, used to drain water accumulated in the tank. The fuel tank 55 is connected to the first gas engine 51, the second gas engine 52, the third gas engine 53, and the fourth gas engine 54 via fuel pipes 50. The compressed gas output from the air tank 47 is connected to the first gas engine 51, the second gas engine 52, the third gas engine 53, and the fourth gas engine 54 via air pipes 49. The rotor protrusions of the first compressor 42, the second compressor 43, and the third compressor 44 are designed in a triangular symmetrical distribution to ensure even force distribution, while the recesses of the four gas engines are distributed in a star-shaped pattern to ensure even power output. The compressed air volume of one revolution of the three compressors is equal to that of four compressors. The gas consumption required for one revolution of the gas engines when they are working simultaneously; each gas engine performs work twice per revolution; the first compressor 42 draws in natural air through the air inlet 32, compresses it, and then sends it to the second compressor 43 through the air pipe 49, and after further compression, sends it to the third compressor 44 through the air pipe 49 for a third compression, and the compressed gas is sent to the gas storage tank 47 through the air pipe 49 for later use; the gas storage tank 47 is also equipped with an air inlet 32 ​​and an air outlet 33, and the output gas compression ratio is 1:40. The output compressed gas is sent to the solenoid valves of the nozzles of the first gas engine 51, the second gas engine 52, the third gas engine 53, and the fourth gas engine 54 through the air pipe 49 respectively; for the fuel supply section, the fuel tank 55 contains atomized fuel gas, the working air pressure is equal to a compression ratio of 1:3, and the fuel gas is connected to the fuel injector solenoid valves of the first gas engine 51, the second gas engine 52, the third gas engine 53, and the fourth gas engine 54 through the fuel gas pipe 50 respectively.

[0016] Reference Figure 6The accelerator pedal control circuit structure of this invention includes circuit control equipment on the upper part of the first gas engine 51, the second gas engine 52, the third gas engine 53, and the fourth gas engine 54; gas engine solenoid hook 1; cylinder base plate lever 2; fuel injection solenoid valve switch 56 on the fuel injector 3; fuel injection solenoid valve switch 57 on the fuel injector 4; and spark plug solenoid valve switch 58. The circuit is divided into four independent loops, each connected to the relevant equipment of the gas engine. Each loop is disconnected in front of the left-hand accelerator pedal 59. The power supply 64 is installed on the main circuit and controlled by the starter key 65. When the accelerator pedal 59 is lightly pressed, the first contact 60 connects to the accelerator pedal circuit, indicating that the first gas engine 51 starts. The gas engine solenoid hook 1 is energized and releases the cylinder base plate lever 2. Depending on the position of the cylinder base plate 9, the gas... The cylinder bottom plate lever 2 moves the fuel injection solenoid valve switch 56, the jet solenoid valve switch 57, and the spark plug solenoid valve switch 58 respectively. The accelerator pedal 59 is pressed in a clockwise direction (i.e., the direction shown by the arrow in the figure), which sequentially connects the circuit contacts 60 of the first gas engine 51, 61 of the second gas engine 52, 62 of the third gas engine 53, and 63 of the fourth gas engine 54. The gas engines start, and the power supply 64 is controlled by the starter key installed on the power circuit 65. The power circuit 65 is connected in parallel to the gas engine solenoid hook 1, as well as the solenoid valve switch circuits of the fuel injector 3, jet injector 4, and spark plug 5. The fuel injection solenoid valve switch 56 and the jet solenoid valve switch 57 are closed after each metered injection; the spark plug solenoid valve switch 58 connects the power supply for ignition.

[0017] Reference Figure 7Three compressors, namely compressor 42, compressor 43, and compressor 44, are connected in parallel in the same circuit. When the circuit is connected, all three compressors work simultaneously. The control circuit structure of the brake pedal 67 includes a solenoid valve lever switch for the pressure gauge 45 of the air tank 47 and a solenoid valve lever switch 69 connected in series with it for the vehicle speed gauge. When the air pressure in the air tank 47 is less than a compression ratio of 1:45, the solenoid valve lever switch for the pressure gauge 45 is activated. When the vehicle speed is greater than 30 kilometers per hour, the solenoid valve lever switch 69 for the vehicle speed gauge is activated, and the compressors begin to work. When the vehicle speed is less than 30 kilometers per hour, the solenoid valve lever switch 69 for the vehicle speed gauge is activated. The solenoid valve lever switch 69 disconnects the circuit, and the compressor stops working; the electric motor 70 maintains the engine idle speed; the engine tachometer solenoid valve lever switch 71 and the electric motor 70 are connected in series in the same independent circuit. When the engine speed is below 800 rpm, the engine tachometer solenoid valve lever switch 71 connects the circuit, and the electric motor 70 works; when the engine speed is above 800 rpm, the engine tachometer solenoid valve lever switch 71 disconnects the circuit, and the electric motor 70 stops working; when the air pressure in the air tank 47 is severely insufficient, the engine is stopped and the air tank 47 is compressed using the idle speed. The brake pedal 67 is pressed to start the compressor, and the compressor base plate lever is activated. 28 is controlled by the compressor solenoid hook 27; there are three circuits in total: circuit 66 and power supply 64. The first circuit is the brake pedal circuit, which consists of circuit 66, brake pedal 67, and circuit contact 68 connected in series. It is used to drive the compressor by electric motor when the air tank pressure is severely insufficient when the vehicle is parked. The second circuit is the automatic connection circuit, which consists of the solenoid valve lever switch of the air tank pressure gauge 45 and the solenoid valve lever switch of the vehicle speed gauge 69 connected in series. When the air tank pressure is lower than the compression ratio of 1:40, the solenoid valve lever switch of the pressure gauge 45 connects the circuit; when the air pressure is higher than the compression ratio of 1:45, the solenoid valve lever switch of the pressure gauge 45 disconnects the circuit. When the vehicle speed is greater than 30 km / h, the vehicle speedometer solenoid valve lever switch 69 connects the circuit; when the vehicle speed is less than 30 km / h, the vehicle speedometer solenoid valve lever switch 69 disconnects the circuit. The third circuit is a self-circulating idle circuit, which is composed of the electric motor 70 and the engine tachometer solenoid valve lever switch 71 connected in series. When the rotors are all rotating in gyroscopic inertia, the electric motor 70 provides power to maintain the idle speed. When the speed is higher than 800 rpm, the tachometer solenoid valve lever switch 71 disconnects the circuit. When the first and second circuits are connected, the three compressors work simultaneously, and the vehicle can recover energy through the operation of the compressors while coasting.

[0018] When this variable cylinder rotary engine with external pressure is installed in a small passenger car, it works as follows: Turning the key to start the vehicle connects power supply 64 and the electric motor. Under the control of the engine tachometer solenoid valve lever switch 71, the engine idles at 800 rpm. The pressure gauge on the gas tank shows a compression ratio of 1:20. First, the gas tank is pressurized to a compression ratio of 1:40. (In this case, the gas engine can actually be started; even at a compression ratio of 1:10, the gas engine can still be started, but the cylinder head plate will only be able to start when the cylinder volume is one-quarter full, resulting in equal pressure inside and outside the cylinder.) (The flow opens the cylinder base plate) Depress the brake pedal 67 to connect the compressor circuit. The compressor works to pressurize the air tank. When the compression ratio is greater than 1:40, release the brake pedal to stop the compressor. Depress the clutch to shift into first gear and lightly press the accelerator. The first gas engine circuit contact 60 connects with the accelerator pedal contact 59. The gas engine solenoid hook 1 releases the cylinder base plate lever 2, causing the lever and cylinder base plate 9 to rotate around the shaft 8 between the top of the high-pressure chamber and the concave and convex surfaces of the rotor. At the same time, the cylinder base plate lever touches the fuel injector 3 and the solenoid valve switch 56 respectively to connect the fuel injection and touches the jet nozzle 4 and the solenoid valve switch 57 to connect the jet and touch the spark plug 5. When switch 58 is turned on for ignition, the engine speed increases to over 800 rpm. After switch 71 (the solenoid valve lever switch for the tachometer) is turned off, the electric motor stops working. The transmission shifts into first gear, and the clutch is slowly released, the handbrake is released, and the clutch is disengaged. The vehicle starts and accelerates forward. Shifting to second or third gear allows the vehicle to maintain a relatively constant speed of 30 to 40 km / h. At this time, switch 69 (the solenoid valve lever switch for the speedometer) connects to compressor circuit 66. Electromagnetic hook 27 releases compressor base plate lever 28, which, under the tension of spring 29, causes the compressor base plate to press firmly against the compressor rotor surface. All three compressors operate simultaneously. Depress the clutch to shift into fourth or fifth gear, and slightly press the accelerator. Connecting the second gas engine circuit contact 61 to the pedal contact 59 activates the second gas engine. With the clutch released, the vehicle travels at a speed of 70-80 km / h. Depressing the clutch shifts the vehicle into sixth or seventh gear. Further pressing the accelerator connects the third gas engine circuit contact 62 to the pedal contact 59, activating the third gas engine. With the clutch released, the vehicle travels at a speed of 110-120 km / h. Depressing the clutch shifts the vehicle into eighth gear, releasing the clutch, and further pressing the accelerator connects the fourth gas engine circuit contact 63 to the pedal contact 59, activating the fourth gas engine. The vehicle travels at speeds exceeding 120 km / h. When approaching a long downhill slope, releasing the accelerator pedal causes the gas engines to sequentially disengage: fourth, third, second, and first gas engines. The gas engine rotors rotate in an inertial gyroscope motion, while the compressor continues to operate, recovering energy and providing engine drag. The most economical speed is when the gas engine is working, with a speed of 30 to 40 kilometers per hour, which is suitable for driving on city roads. When temporarily stopping, the engine stops working, and the idle speed is maintained by the electric motor automatically starting.

Claims

1. A rotary engine with variable external pressure cylinder count, characterized in that, The engine system consists of three compressors and four gas engines, an air tank (47), and a fuel tank (55). The three compressors and four gas engines are connected in series on the same power output shaft. The stator housings are the same size, the rotors rotate at the same speed, and they rotate clockwise. The first compressor naturally draws in air through the intake port (32). Compressed air is sent to the intake port of the second compressor through the exhaust port (33) via an air pipe. The compressed air is then sent to the intake port of the third compressor through the exhaust port via an air pipe. After three compressions, the air is sent to the air tank through the exhaust port via an air pipe. After three relay compressions, the compression ratio of the compressed air in the air tank exceeds 1:

40. The air tank is equipped with a pressure gauge solenoid valve lever switch (45). When the air pressure is higher than the 1:45 compression ratio, the pressure gauge solenoid valve lever switch disconnects the compressor circuit and stops the compressor from working. When the air pressure is lower than the 1:40 compression ratio, the pressure gauge solenoid valve lever switch opens. The circuit is closed to start the compressor. The rotors of the three compressors are triangularly symmetrically distributed. Compressed air is sent from the exhaust port of the gas storage tank through the air pipe into the nozzles (4) of the first gas engine (51), the second gas engine (52), the third gas engine (53), and the fourth gas engine (54). The oil tank contains atomized oil and gas with a compression ratio of 1:

3. The oil and gas are sent through the oil and gas pipe into the solenoid valve switches of the four gas engine injectors (3). The gas engine lever (2) controls the solenoid valve switches for oil injection, jet injection, and ignition. The gas engine is controlled by the throttle pedal control circuit. The three compressors are connected in series for progressive compression. The first compressor is naturally aspirated and its working environment pressure is the ambient atmospheric pressure. The second compressor's working environment is the gas pressure environment after the first compressor is pressurized. The third compressor's working environment is the gas pressure environment after the second compressor is pressurized. A ring-shaped air passage (18) is formed between the stator housing and the rotor. The length of the cylinder is the arc length of the center line from the 12 o'clock position to the 15:15 position. After the work is completed, the cylinder bottom plate is lifted by the rotor point (10) and rotor point (11) to squeeze the high pressure chamber (6) and exhaust the flue gas from the exhaust pipe (7). The rotor is fixed to the power output shaft (16). The stator support rod (23) is slidably connected to the power output shaft (16) through the bearing (22). The flue gas is discharged from the exhaust port (19). The rotor and stator slide against each other through the sealing ring (26). The stator housing (34) and the rotor (35) form an air intake passage (36) and a compression zone (37). The cross-section of the rotor protrusion is the same as the cross-section of the air passage. It sweeps in the air passage. The electromagnetic hook (27) releases the lever (28). Under the tension of the spring (29), the rotating shaft (30) and the compression base plate (31) rotate counterclockwise from the top position inside the housing to the rotor surface. The rotor protrusion pushes air. The stator support rod (38) slides with the power output shaft (16) through the bearing (39). The rotor is fixed with the power output shaft (16) through the support (40). The rotor (35) and the stator housing (34) slide together through the ring-shaped sealing strip (41).

2. The variable cylinder number rotary engine with external pressure as described in claim 1, characterized in that, The accelerator pedal control circuit is powered by the start key switch. The first gas engine (51), the second gas engine (52), the third gas engine (53), and the fourth gas engine (54) are connected to the electromagnetic hook (1) on the gas engine, the fuel injection solenoid valve switch (56) on the fuel injector (3), the fuel injection solenoid valve switch (57) on the fuel injector (4), and the spark plug solenoid valve switch (58). When the accelerator pedal (59) is pressed, the first, second, third, and fourth gas engines are started respectively.

3. The variable cylinder number rotary engine with external pressure as described in claim 1, characterized in that, The brake pedal control circuit is powered by the start key. The electromagnetic hooks of the first compressor (42), the second compressor (43), and the third compressor (44) are connected in parallel on the same circuit via circuit (66). The compressor control circuit has three circuits. When the circuit is turned on, the three compressors work simultaneously. The first circuit is the brake pedal circuit; the second circuit is the automatic turn-on circuit. On this circuit, there is a solenoid valve lever switch for the air tank pressure gauge. When the air tank pressure is lower than the 1:40 compression ratio, the pressure gauge lever turns on the circuit switch. When the air pressure is higher than the 1:45 compression ratio, the pressure gauge lever turns off the circuit switch. This circuit is also connected in series with the speedometer solenoid valve lever switch. When the vehicle speed is greater than 30 km / h, the lever connects the circuit switch. When the first and second circuits are connected, the three compressors work simultaneously. When the vehicle is coasting, energy can be recovered through the operation of the compressors. The third circuit is a self-circulating idle circuit. A motor (70) and the engine tachometer solenoid valve lever switch (71) are connected in series in the circuit. When the speed is lower than 800 rpm, the tachometer solenoid valve lever connects the circuit switch, and the motor maintains the engine idle speed. When the speed is higher than 800 rpm, the tachometer solenoid valve lever disconnects the circuit, and the motor stops working.

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